I’m not sure if this is a question that can be answered, but I would enjoy the debate.
From 1954 until 1963 a total of 5,625 GP9s were built in the USA and Canada.
From 1972 until 1986 a total of 4,273 SD40-2s were built.
There are good reasons for those numbers. I have read the same things on both, easy to run, easy to work on, and I’ve heard both called indestructable.I believe the number three best seller was the GP18 at 3908, but they didn’t seem to age as well as the GP9s.
We can’t decide this, I’m just interested in your opinion.Obviously today’s locomotives can do a lot more work and get better mileage, but we don’t know how long they will last.
Best locomotive of all time? Oy, my friend, what a question! It’s been around before, though… you’ll likely get a few responses.
What is true about the GP-9, though – and I’m not saying it’s the ‘best’ – is that the durn things were pretty near bullet proof. They ran, and ran, and ran, and ran… and a surprising number of them still do.
Well - Afair russian tep 60 were produced just above 12000 examples - all using a copy of alco 251 prime mover ^^
Well this is a hard question because there can be so much said about the GP9 and the SD40-2. This is just like asking which locomotive was better the GP9 or Alco’s RS3. I’m sure it all depends on the operator or the person.
I’m going to go out on a limb here and say that the best locmotive of all time (to me) was the Allegheny 2-6-6-6 H8 class.
I am surprised no one has said the 4x4x0 American!
I don’t think this assertion can be seriously debated. A harder question is the second best locomotive of all time.
Think of the possible categories:
(1) Changing a paradigm. Yes the GP-7/9 gets high marks in this category. It marked a new era in locomotive thought processes. But, the RS-1/3 beat it to the punch–a few say there were even categories the RS-3 were better at. Whereas the American was a departure that changed the face of railroading much more dramatically. In some ways, I think the SD-40-2 was just as much of a departure as the GP-7/9 and was probably more useful.
(2) Ubiquitousness (sp?). Yes, there were many GP-7/9s, but in its heyday, man the American was it. It is possible to counter that assertion by noting that there are more specialized hauling requirements in 1960 as opposed to 1860, which is why not all engines were of the GP-7/9 type. However, the American was one of the first locomotives to show that railroads were capable of handling such specialized practices.
(3) Strengths of the locomotive: yes, the GP-7/9s were rough and tumble, and certainly require less maintenance. But, look at the comparison, were the GP-7’s that much more rough and tumble than an F unit as compared to an American’s rough and tumbleness compared to a Prussian-type steamer? The American was a much bigger step forward.
(4) Longevity. I am not sure that the GP-9 will even take the cake with diesels on this one. It looks to me that the SD-40-2 will have a noticeably longer lifespan than the Geep (in terms of when the last one will be retired). I can’t really say how long the American type lasted, as its success led to specifications that eventually led to its demise.
In short, I think the GP-9/SD-40-2 are a close duel, but neither of them are close to the 4x4x0 American. I would rather ride in a GP-9/SD-40-2 (and even like them better) but I can’t say with a s
I would throw a vote in for the SW1200/1500. Hundreds are still going strong.
dd
My vote would be for the SD40-2 for all time best, but I would also include the GP40-2 with it. Both used the same prime mover & electrical system. While only 815 GP’s were built versus the SD’s 3458 units, both enjoy similar lifespans. For example, NS is still using SD40-2 helpers on the east and west slopes of Gallitzin on the Pittsburgh Division and the Geeps are being painted into the “Horsehead/ Whiteface” scheme and released into local shifter service. I even noticed that one of the GP40-2’s was a former Reading engine recently repainted. Most if not all of these locomotives were purchase by Conrail from 1977 to 1979, that’s 25 years of continuous service! I think that kind of record speaks for itself and I’m sure that this is the same story on all the other railroads. By the way, I believe the GP7/9 is an extreemly worthy and close candidate for the top spot and ranks in second place by only the slimmest of margins. Good luck and stay safe.
Depends how you define best, my vote goes to Thomas the Tank Engine for inspiring many young people into becoming railroad employees and railfans.
GG-1
I’d have to say Richard Trevethick’s “Penydarren” engine of 1804. At the time, it would have been the equivalent of the space shuttle. It was the world’s very first locomotive and is what started it all for every future locomotive. It’s the ancestor of every other mentioned candidate. That’s definetly an accomplishment that deserves regocnition!
Well this one has been ‘kicked’ around several times before; so I’m really not going to get into this at this time;except to say that Sarah,you picked the best steam in
my book.[:D]
Oh boy, your topic is too general. Just like you wouldn’t use a SD40 to pull high speed passenger, does that make it not the best?
Hmmm, I have the feeling this all has been done before…
Adrianspeeder
The B&O EM-1.A passenger geep in B&O colors.3 SD40-2’s starting a long coal drag.But around here,there is an awful lot of GP 38’s in CSX and WLE consists.
But you could use an SDP 35 or 40.
Mitch
Geeps and SDs aside, my vote goes to the Eunits. Preferrably an A-B-A lashup of 8sand9s in IC colors.
Mitch
I will have to say the GG1.
I am a steam fan but looking at toughness, brute strength and length of service…
I wonder if one of these were upgraded and sent to race the french TGV who would win?
It depends on how you define “best”:
If you define it in terms of “suitability for the work being done”, it’s a 3 way tie between the GP7 / GP9, PRR GG1, and the N & W J class 4-8-4.
If you define it in terms of “still going strong in non-trivial numbers after all these years”, it’s the Chicago 4000 series rapid transit cars (still running regularly in museums after 80 years).
If you define it in terms of “major impact”, there are many candidates: N & W’s “Big 3” (A, J, and Y); UP Big Boy and Turbine, PRR GG-1, and many others.
If you define it in terms of “the best in IMHO”, there are too many candidates to list.
On the road…SD40-2… In the yards and special duties…GP-9…passenger service…E-8
Depends on your view . . .
GG-1 w/ some upgrades . . .
SD40-2 great reliability
Drag service : N & W Y6b
High speed: NKP Berkshire 2-8-4
Man…the “of all time” stipulation makes this really, really tough. How can one compare an SD40-2, GP9, K4s, 4-4-0, and early pioneers on both sides of the pond? In their respective eras, each was very successful, and did much for the business of railroading.
And how does one define best? While there were boatloads of consolidations that lived right up until the end of steam, they hardly pop to mind as “best” to anyone, because there was nothing superlative to them. Yet they did their job, and did it well, and did it a long time. Yet there hasn’t been a vote cast for a 2-8-0 yet.
What about the Dreyfuss styled J-3a Hudsons? They were the penultimate of streamlining, at least to me. It would be the highlight of my life to see one running at 100 mph+.
What about the K class Mikes on the D&RGW narrow gauge? They still earn their keep to this day, and still live to pull on some insane grades.
Or how about the FT diesel, the locomotive the put the writing on the wall for steam. Sure it had its problems, and as a single unit was pretty useless. Surely it still deserves some votes?
Just my thoughts,
Chris
Denver, CO